Yarrambat Structure Plan Traffic and Transport Study · ‘Transport choice’ is central to...
Transcript of Yarrambat Structure Plan Traffic and Transport Study · ‘Transport choice’ is central to...
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Yarrambat Structure Plan
Traffic and Transport Study
© GTA Consultants (GTA Consultants (VIC) Pty Ltd) 2013
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Yarrambat Structure Plan
Traffic and Transport Study
Issue: A 12/12/13
Client: Nillumbik Shire Council
Reference: 14M1111000
GTA Consultants Office: VIC
Quality Record
Issue Date Description Prepared By Checked By Approved By Signed
A-Dr 01/11/13 Draft Rory Rathborne Tom Courtice Chris Coath
A 12/12/13 Final Rory Rathborne Tom Courtice Chris Coath
Table of Contents
14M1111000 12/12/13
Yarrambat Structure Plan, Issue: A
Traffic and Transport Study
Table of Contents
1. Introduction 1
1.1 Context 1
1.2 Objectives 1
1.3 Scope 1
1.4 Study Area 1
2. Policy Context 3
2.1 Summary of Key Policy Directions 3
2.2 State Policy 3
3. Existing Conditions 8
3.1 Yarrambat in Context 8
3.2 Land Zoning 9
3.3 Key Trip Generators and Stakeholders 9
3.4 Sustainable Transport Infrastructure 10
3.5 Road Network 13
4. Existing Issues 22
5. Opportunities & Recommendations 23
Appendices
A: Opportunities and Recommendations Plan
Figures
Figure 1.1: Yarrambat Structure Plan Study Area 2
Figure 2.1: SmartRoads Road Use Hierarchy – Shire of Nillumbik 5
Figure 2.2: VicRoads Principal Bicycle Network (PBN) 6
Figure 3.1: Urban Growth Boundary and Adjacent Growth Areas 8
Figure 3.2: Land Zoning 9
Figure 3.3: Public Transport 10
Figure 3.4: Existing Sustainable Transport Infrastructure 11
Figure 3.5: Informal Pedestrian Path – Yan Yean Road (east side) 11
Figure 3.6: Supervised Crossing on Ironbark Road 12
Figure 3.7: Lack of Road Space for Cycling on Yan Yean Road 12
Figure 3.8: Public Acquisition Overlay – Duplication of Yan Yean Road 14
Figure 3.9: Casualty Accident Locations (December 2007 to June 2012) 15
Figure 3.10: Average Daily Weekday Traffic Volumes 17
Figure 3.11: Summary of Traffic Speed Data on Key Roads 19
Table of Contents
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Traffic and Transport Study
Tables
Table 3.1: Road Network Characteristics and Indicative Capacity 18
Table 4.1: Yarrambat Transport Issues 22
Table 5.1: Transport Network Recommended Actions and Upgrades 23
Introduction
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1. Introduction
1.1 Context
Nillumbik Shire Council is currently preparing the Yarrambat Structure Plan. GTA Consultants has
been engaged to prepare a traffic and transport study to inform the preparation of the Structure
Plan.
This report outlines the existing conditions, issues and opportunities with regard to traffic and
transport in central Yarrambat, to provide a frame of reference against which the future role and
function of Yarrambat Township can be visualised. This includes the provision of broad level
transport network recommendations under a ‘no change to zoning’ scenario.
Following the preparation of this study, provision of a Stage 2 report may be required should
Council wish to investigate the potential transport implications of changes to land zoning.
1.2 Objectives
This report provides the transport network response for the draft Yarrambat Structure Plan. The
report seeks to:
i research the existing issues and opportunities of the transport and movement network
within the study area, including ‘Central Yarrambat Township’ and surrounds
ii determine broad level recommendations for potential changes to the transport
network
iii inform the traffic and transport considerations for the development of the Yarrambat
Structure Plan, which will provide an overarching policy direction for strategic planning
within the Yarrambat Low Density Residential Area.
1.3 Scope
The scope of this report is to:
i qualitatively assess the operation of the transport network, including traffic movement,
pedestrian and cycling amenity, and public transport services
ii evaluate the existing road infrastructure in terms of its adequacy and safety, identifying
any particular accident trends
iii review and comment on traffic volumes and speeds within the Township
iv determine the nature of existing car parking conditions within Yarrambat Township
v recommend broad level upgrades to the existing transport infrastructure under a
‘no change to zoning’ scenario.
1.4 Study Area
The Yarrambat Study Area (the ‘Study Area’) adopted is consistent with the project brief,
incorporating the distinct ‘Central Yarrambat Township’ and surrounding areas as shown in
Figure 1.1. These areas are distinct from the wider suburb of Yarrambat.
Introduction
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Figure 1.1: Yarrambat Structure Plan Study Area
Reproduced from Nillumbik Shire Council
Central Yarrambat
Township
Study Area
Policy Context
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2. Policy Context
2.1 Summary of Key Policy Directions
A review of the relevant state, local, and national policy indicates the following key directions in
relation to transport and land use:
‘Transport choice’ is central to providing equitable access to employment and services.
Transport choice means that there are a number of viable and attractive options, such
as walking, cycling, public transport or private vehicles. Transport choice is also
intrinsically linked to urban form. Providing activity centres with a range of employment,
retail, educational and community services in close proximity to where people live
means that people will have more transport choices.
All investment decisions in the transport network should be informed by a road user
hierarchy. In Victoria, the SmartRoads Network Operating Plan / Road User Hierarchy
tool developed by VicRoads is the appropriate planning tool to determine the road
user hierarchy across the road network.
Promoting sustainable transport (walking, cycling and public transport) is generally
endorsed on a state wide basis and is important for a wide range of reasons:
Healthy, active communities – there is a strong link between active transport and
health.
Socially connected, liveable communities – places where people walk, cycle and
use public transport are likely to perform better on a range of social indicators.
Transport efficiency – increased use of sustainable transport has environmental
and economic benefits through reduced greenhouse emissions and reduced
space required for vehicle movement and storage.
Access for all members of the community – a large number of people in the
community don’t or can’t drive, and the provision of attractive and viable
alternative means of transport is a key factor in whether a community is affected
by transport disadvantage.
Safety – Increased sustainable and active transport improves safety and
perceptions of safety.
Planning for new development must consider providing for and promoting sustainable
and active transport modes in accordance with the road user hierarchy. This includes a
requirement for major developments to integrate with the transport network, including
public transport and cycling.
Nillumbik Council has a number of specific policies and strategies to improve walking,
cycling and public transport in the Shire, including the Municipal Strategic Statement,
and Sustainable Transport Study and Strategy for Diamond Creek and Eltham.
2.2 State Policy
2.2.1 Transport Integration Act 2010
The Transport Integration Act is the primary transport statute for Victoria, and has changed the
way transport and land use authorities make decisions. The Act enshrines a triple bottom line
approach to decision regarding transport and land use.
Policy Context
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The Act requires that all transport agencies work together to achieve an integrated and
sustainable transport system, and that land use agencies such as municipal councils and the
Department of Transport, Planning and Local Infrastructure take into consideration relevant
transport issues associated with land use planning decisions.
The Act has been effective in providing framework for integrated and sustainable transport policy
and operations, and integrating land use and transport planning decision-making.
The Transport Integration Act forms an overarching legislative framework for transport related
state planning policies and has been integrated within the Victorian Planning Provisions (VPP).
Council’s obligations under the Act have been incorporated into the Local Government Act, and
require that Council’s undertake integrated transport planning as part of their overall planning
responsibilities.
2.2.2 Plan Melbourne
The Victorian Government released the draft metropolitan planning strategy, ‘Plan Melbourne’ in
October 2013. Plan Melbourne is underpinned by seven major objectives for Melbourne:
i Delivering jobs and investment – create a city structure that drives productivity, supports
investment through certainty and creates more jobs.
ii Housing choice and affordability - provide a diversity of housing in defined locations that
cater for different households and are close to jobs and services.
iii A more connected Melbourne – provide an integrated transport system connecting
people to jobs and services and goods to market.
iv Liveable communities and neighbourhoods – create healthy and active neighbourhoods
and maintain Melbourne’s identity as one of the world’s most liveable cities.
v Environment and Energy – protect our natural assets and better plan our water, energy
and waste management to create a sustainable city.
vi A state of Cities – maximise the growth potential of Victoria by developing a state of cities
which delivers choice, opportunity, and global competitiveness.
vii Implementation: delivering better governance – achieve clear results through better
governance, planning regulation and funding options.
These objectives are supported by a series of directions, initiatives and actions. For Nillumbik, the
Plan proposes to ‘deliver a permanent boundary around Melbourne’ (Direction 6.1), which will
see Yarrambat remain outside the Urban Growth Boundary for the foreseeable future.
2.2.3 Victoria Planning Provisions (VPP)
As per the legislative framework of the Transport Integration Act, various statutory planning
requirements are incorporated within the VPP. The relevant clauses are outlined as follows:
Clause 18.01 – Integrated Transport:
This clause requires the preparation of an Integrated Transport Plan (ITP) for all new
“major” developments. It is typical that an ITP be submitted with Planning Permit
applications for development proposals.
Clause 52.34 – Bicycle Facilities:
This clause aims to encourage cycling as a mode of transport through provision of
convenient parking and end of trip facilities.
Clause 52.36 – Integrated Public Transport Planning:
This clause seeks to ensure that development supports public transport usage. Under
this Clause, Public Transport Victoria (PTV) acts as a referral authority for all major
developments. PTV considers that such proposals should be consistent with the
Policy Context
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Department of Transport’s “Public Transport Guidelines for Land Use and Development”
and the objectives and standards in Clause 56.03-1 of the VPP.
Consideration of the Transport Integration Act policy framework has also been incorporated in
the assessment of planning scheme amendments.
2.2.4 VicRoads SmartRoads Policy
SmartRoads is a VicRoads policy which sets ‘modal’ priorities on the road network and underpins
many of the strategies for public and transport prioritisation. The policy is described as follows:
“SmartRoads is an approach that manages competing interests for limited road space by giving
priority use of the road to different transport modes at particular times of the day. All road users
will continue to have access to all roads. However, certain routes will be managed to work better
for cars while others will be managed for public transport, cyclists and pedestrians.”1
The SmartRoads approach is used by VicRoads as a decision making tool in relation to any
projects that impact on the centre. The SmartRoads network in the vicinity of the Study Area is
shown below in Figure 2.1
Figure 2.1: SmartRoads Road Use Hierarchy – Shire of Nillumbik
Source: VicRoads SmartRoads
Figure 2.1 indicates that Yan Yean Road currently has no SmartRoads designation in the vicinity of
the study area, however is nominated as both a bus priority route and a traffic route to the south
and east in the vicinity of Plenty and South Morang.
1 Source: www.vicroads.gov.au.
Study Area
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2.2.5 Victorian Cycling Strategy and Action Plan
The Victorian cycling strategy, Cycling into the Future 2013-2023 and associated Victorian Cycling
Action Plan 2013 & 2014, aims to grow and support cycling within Victoria by encouraging more
people to ride and to increase the safety for those that already ride.
The strategy identifies a significant opportunity to increase cycling for short trips. This includes the
opportunity for children to ride to school and for cyclists to regularly use cycling trails.
Cycling will play an increasingly important role in meeting transport needs and supporting
vibrant, healthy urban communities in Victoria. Actions associated with the strategy provide
opportunities for cycling networks in activity centres and towns to flow from precinct-based to
beyond local government boundaries, providing for a continuous cycling infrastructure network
across Victoria.
2.2.6 Principal Bicycle Network
The Principal Bicycle Network (PBN) is a network of existing and proposed on and off-road arterial
cycling routes in metropolitan Melbourne, for which VicRoads has the primary responsibility to
manage and develop. Bicycle facilities on the PBN are implemented by VicRoads and local
councils depending on whether they are on an arterial or local road.
Figure 2.2 shows the existing and proposed on and off road bicycle facilities making up the PBN
within and surrounding the Study Area.
Figure 2.2: VicRoads Principal Bicycle Network (PBN)
Source: VicRoads PBN
Figure 2.2 shows that Yan Yean Road is designated as a bicycle route on the VicRoads PBN
approximately 2km to the north of Ironbark Road and 4km to the south of Ironbark Road.
2.2.7 Pedestrian Access Strategy 2010
The Pedestrian Access Strategy sets out the Victorian Government’s vision for a more pedestrian-
friendly transport system for Victorians. The aim of the strategy is to encourage more Victorians to
walk, especially for short trips. The strategy establishes broad policy principles and the first steps to
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guide the Victorian Government’s investment in walking– including infrastructure, planning and
design, safety and behaviour change programs.
By getting more people walking has the potential to help ease congestion caused by vehicles,
reduce greenhouse emissions, improve the health of the community and promote social
connections. Despite the many benefits of walking, both physical and attitudinal barriers stop
people walking more. The Pedestrian Access Strategy explores the major barriers to walking to help
understand how best to overcome them. The strategy also takes account of trends and patterns in
how, where and why Victorians walk. This picture of walking in Victoria puts the focus on support for
walking where it is most needed.
The five strategic directions and related actions for walking are:
i Encourage people to walk by changing attitudes and behaviour.
Integrated provision for walking in Victorian Government transport projects,
including principle development for incorporating walking in major transport
projects.
Targeted behaviour change programs to encourage walking and develop travel
planning guidance for workplaces, schools, communities, tertiary institutions and
community precincts.
ii Collaborate to improve provision for walking.
Improving Victorian Government coordination and consultation mechanisms for
planning walking infrastructure with local government, including at the regional
level.
iii Create pedestrian-friendly built environments, streets and public spaces.
Greater alignment of local planning policies with the Victorian planning framework
to enhance focus on walking, and a requirement to provide appropriate and well-
designed walking infrastructure.
Develop active transport guidelines for land use planning.
iv Increase the safety of walking.
Continue review of pedestrian crash data and identify counter measures to
improve infrastructure safety and road user behaviour.
Provide for regular and sufficient pedestrian crossings on arterial and collector
roads.
v Continue integrated walking with public transport.
Provide safe and convenient walking access to public transport stops and
interchanges.
Existing Conditions
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3. Existing Conditions
3.1 Yarrambat in Context
Yarrambat is a regional suburb located approximately 31km from Melbourne CBD, having a total
resident population of 1511 persons (ABS 2011 Census). As of 2011, Yarrambat had a total of 450
occupied private dwellings, 99.3% of which are classified as a ‘separate house’, (compared to
the 76.9% for the whole of Victoria) with 88.2% of households owning 2 or more motor vehicles
(compared to 56.8% for the whole of Victoria)2.
The Yarrambat ‘township’ focus is around Ironbark Road, east of Yan Yean Road. Outside of this
township, Yarrambat is characterised by is distinct rural feel and low density of development
atmosphere. The movement network is typical of smaller regional towns, with limited provision of
formal footpaths or on-street car parking.
In recent years, the rapid growth of surrounding areas within the Urban Growth Boundary (UGB),
particularly to the north in the Doreen and Mernda areas, has led to increasing through traffic on
Yan Yean Road. The location of Yarrambat in relation to the current UGB and planned growth
areas is illustrated in Figure 3.1.
Figure 3.1: Urban Growth Boundary and Adjacent Growth Areas
Source: Growth Areas Authority – ‘Precinct Structure Plans, August 2013’
2 Source: www.censusdata.abs.gov.au - ‘ABS 2011 Census Quick stats’
Study Area
Urban Growth
Boundary
Existing Conditions
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3.2 Land Zoning
A land use zoning map of the Study Area and surrounds is shown in Figure 3.2. The area is
predominately zoned as Low Density Residential, with some Public Use Zones and a Park and
Recreation Zone. Further afield, the land is predominately zoned as a Rural Conservation Zone.
Figure 3.2: Land Zoning
Source: land.vic.gov.au
3.3 Key Trip Generators and Stakeholders
A summary of key land uses within the Study Area which generate a transport demand include:
Yarrambat Primary School
Yarrambat General Store (and Mobile Library Site)
Yarrambat Post Office and Tancks Café
Boarding Kennels
Veterinary Hospital
Country Fire Authority
Yarrambat Pre-school
Yarrambat War Memorial Park (Recreation Oval)
Single residential lots.
Acknowledgement of these existing land uses is important in understanding transport priorities
and for determining the vision for Yarrambat as it relates to transport, access and movement.
Existing Conditions
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3.4 Sustainable Transport Infrastructure
3.4.1 Public Transport
Figure 3.3 shows the public transport routes which operate in the vicinity of the study area.
Figure 3.3: Public Transport
Source: Public Transport Victoria
As shown above, bus route 520 (Doreen to Greensborough) is the only public transport service to
the study area. Major destinations accessible from this service include Yarrambat Primary School,
Plenty Store, Nillumbik Shire Offices, Diamond Valley Sports Centre, Laurimar Town Centre,
Greensborough Station, and Greensborough Plaza Shopping Centre. The bus service takes
approximately 25 minutes to reach Greensborough Station from the Yan Yean Road/Ironbark
Road bus stop.
On weekdays, the service spans from 5:55am to 9:51pm, with a frequency of approximately
30mins during peak periods. On weekends, the service operates at an hourly frequency, with the
service span running from 7:16am-9:16pm on Saturdays and generally starting an hour later on
Sundays.
The bus route is used by children going to Yarrambat Primary School, as well as the school bus
stop on Ironbark Road shown in Figure 3.4.
Conclusion: Buses (both School buses and public buses) are a key form of transport in Yarrambat,
particularly to access the Primary School. Safe and convenient access to the bus stops is a
critical part of this service.
Existing Conditions
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3.4.2 Active Travel Network
The existing pedestrian and cycling facilities, as well as local public transport infrastructure is
illustrated below in Figure 3.4.
Figure 3.4: Existing Sustainable Transport Infrastructure
Base from Nearmap
Pedestrian Facilities
Figure 3.4 indicates that some degree of formal pedestrian
facilities are provided at key locations in Yarrambat
Township, such as the north-south route (typically only on
one side of Yan Yean Road), and also the route linking
between key bus stops on Yan Yean Rd and the Yarrambat
Primary School via the Ironbark Road/Yan Yean Road
signalised intersection.
Further to the above, several pedestrian desire lines are
apparent where demands over time have created
LEGEND
STUDY AREA BOUNDARY
PEDESTRIAN FOOTPATHS
INFORMAL PEDESTRIAN PATH
SUPERVISED CROSSING POINT
SIGNALISED CROSSING
BUS ROUTE
PUBLIC BUS STOP
SCHOOL BUS STOP
Figure 3.5: Informal Pedestrian Path –
Yan Yean Road (east side)
Existing Conditions
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pedestrian paths in some locations, particularly along the south side of Ironbark Road and at
some locations on the west side of Yan Yean Road as shown in Figure 3.5.
There is a need to provide safe and efficient connectivity throughout the Study Area to improve
transport choice for residents and visitors, and to encourage shorter trips to be taken on foot. The
chosen footpath treatments may require designs which are sympathetic to the rural character of
the Study Area.
Site observations indicated that pedestrian demands at the supervised crossing were relatively
high, due to the arrivals of school busses opposite the school on Ironbark Road.
Compared to the supervised crossing, demands on the signalised pedestrian crossings were low.
Notwithstanding, school children arriving at the public bus stop on the west side of Yan Yean
Road did use the footpath and signalised crossing. This pedestrian crossing was also supervised
during the school peak, occurring approximately between 8:30am to 9:30am and 3pm to 4pm.
While pedestrian mode share appears to be low
compared to car usage, a number of recreational
walkers were observed along the footpath on the
north side of Ironbark Road and east side of Yan
Yean Road.
Conclusion: Due to the low population density, car
dependent nature of trips from residential areas, and
the limited walking infrastructure available within the
Study Area; walking mode share is generally low.
There is likely to be the potential to increase walking
for both recreation and as a transport mode through
the provision of a better network of pedestrian
pathways throughout the study area.
Cycling Facilities
There are no dedicated bicycle facilities provided
within the study area. Amenity for cyclists is
generally poor, as the majority of roads have little
to no shoulder, and often have poor quality road
pavement and roadside hazards. These features, in
addition to the high traffic volumes (particularly on
Yan Yean Road) contribute to an unsafe
environment for cycling. An example of this is
shown in Figure 3.7.
While there are no Principal Bicycle Network routes
within the study area, there is an opportunity to
connect Yarrambat with the broader PBN through construction of a bicycle facility (likely to
consist of a shared path). This would also assist with resolving the pedestrian network issues
identified above, through the provision of a shared path ‘trunk’ through the study area, and
potentially connecting further north and south along Yan Yean Road.
Conclusion: Existing facilities are insufficient and site observations did not observe any cycling
based trips. It is likely that the lack of any dedicated bicycle facilities is a factor in this, in addition
to the topography, relatively long distance between land use attractors, and high traffic volumes
on Yan Yean Road. Notwithstanding the above, there is an opportunity to provide cycling
infrastructure to facilitate recreational activity and short trips.
Figure 3.7: Lack of Road Space for
Cycling on Yan Yean Road
Figure 3.6: Supervised Crossing on
Ironbark Road
Existing Conditions
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3.5 Road Network
3.5.1 Road Hierarchy
The existing road hierarchy within the study area consists of:
Major local roads, which provide local access for freight and general traffic, and may
play a limited through traffic role.
Collector Roads, which connect destinations and local streets through and between
neighbourhoods.
Minor local roads, which service end destinations, and should not be encouraged to
accommodate through traffic.
The roads within the study area are described within this framework below.
Major Local Roads
Yan Yean Road runs centrally through the study area in a north-south direction and
functions as a major road (controlled by Council). It is a two-way road with some
turning lanes provided at major intersections adjacent Central Yarrambat Township.
Short right-turn lanes are provided at key intersections, including at its intersection with
Ironbark Road, Yarrambat Primary School entry points, and Vista Court. Short left-turn
lanes are provided at its intersection with Vista Court and North Oatlands Road;
however the function of the North Oatlands Road deceleration lane is significantly
limited due to its length. Yan Yean Road has a 70 km/hr speed limit, with a 40 km/hr
school zone effective between 8am-9:30am and 2:30pm-4pm on school days. Flashing
40km/hr signage is provided at the north and south extents of the school zone. Kerbside
parking is generally not permitted by a solid centreline, and is typically unavailable due
to a narrow road shoulder.
Collector Roads
Ironbark Road runs directly through Central Yarrambat Township generally in an east-
west direction and provides access to key trip generating land uses, as well as
accommodating through traffic to the wider Yarrambat area east of Yan Yean Road.
Kerbside parking is generally not permitted, with the minor exception being the shared
bus and parking bay outside Yarrambat General Store. Ironbark Road has a 60 km/hr
speed limit, with a 40 km/hr ‘school zone’ effective between 8am-9:30am and 2:30pm-
4pm on school days.
Local Streets
Various local streets within the study area are as follows:
Ashley Road, aligned in an east-west direction and is a no through-road providing
access to single-lot residential properties and the Boarding Kennels.
Youngs Road, aligned in an east-west direction is unsealed approximately 50m east of
Yan Yean Road, serving single-lot residential properties and potential through traffic to
Eisenmans Road to the north-east.
Vista Court, aligned in an east-west direction and is a no-through road and serves
residential properties.
North Oatlands Road, aligned in an east-west direction and is a 50km/hr zone.
Existing Conditions
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3.5.2 Duplication of Yan Yean Road
Application of the Public Acquisition Overlay (PAO) was recently approved by the Minister for
Planning for the duplication of Yan Yean Road between Diamond Creek Road to south of Worns
Lane, approximately 1km south of the study area extent. The PAO generally covers the area of
the road identified in the VicRoads Network Operating Plan as a bus and traffic route, and is
shown below in Figure 3.8.
Figure 3.8: Public Acquisition Overlay – Duplication of Yan Yean Road
Source: VicRoads
At this stage GTA are not aware of any plans to duplicate Yan Yean Road within the Study Area.
3.5.3 Planned Local Infrastructure Upgrades
At the time of this report, GTA understands that Council is in the process of finalising plans for the
following road infrastructure upgrades:
Yan Yean Road/North Oatlands Road intersection upgrade, including right turn lanes
from Yan Yean Road
Yan Yean Road/Youngs Road Oatlands Road intersection upgrade, including right turn
lanes from Yan Yean Road
Yan Yean Road/Ashley Road intersection upgrade, including right turn lanes from Yan
Yean Road and a pedestrian refuge with associated footpath links.
These improvements are supported as they directly address some of the issues raised in this report.
3.5.4 Existing Access Agreements
Nillumbik Shire Council is understood to have entered into Section 173A Agreements regarding
access to land parcels along Yan Yean Road between Youngs Road and Ironbark Road.
In general terms, these agreements mostly restrict access via Yan Yean Road for land on its east
side, between Youngs Road and Ironbark Road, with a preference towards gaining access via
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Youngs Road or its extension. Notwithstanding the above, it is noted that no agreement exists in
relation to the two sites to the northeast of the Ironbark Rd/Yan Yean Rd intersection, and on this
basis there is potential for these sites to gain access from Yan Yean Road.
In addition to the above it is understood that a tree reserve exists on the eastern side of Yan Yean
Road and may present a constraint to access to properties from Yan Yean Road.
3.5.5 Accident Statistics
A review of the reported casualty accident history for the roads and intersections adjoining the
subject site has been sourced from VicRoads CrashStats accident database. This database
records all accidents causing injury that have occurred in Victoria since 1987 (as recorded by
Victorian Police).
A summary of the casualty accidents in the vicinity of the study area for the last available five
year period (31 December 2007 to June 2012) is shown graphically in Figure 3.9. Further
information regarding crash history within the study area is provided in Appendix B.
Figure 3.9: Casualty Accident Locations (December 2007 to June 2012)
‘Other’ injury: at least one person required medical treatment as a result of the accident.
The CrashStats review indicates that a total of 5 casualty accidents have been reported within
the nominated five year period, including three mid-block on Yan Yean Road and two more at its
intersection with Ironbark Road and Youngs Road respectively.
Following a review of the available accident details, the following key themes were apparent:
Four of five accidents occurred on a wet road, including three for which it was raining
at the time of the accident.
The two mid-block accidents on Yan Yean Road (directly north of North Oatlands
Road) were rear end accidents in which a southbound passenger vehicle was hit by a
heavy vehicle from behind. One of these accidents occurred in dry conditions. No turn
lane is provided for south bound traffic turning right into North Oatlands Road.
Existing Conditions
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The accident at the intersection of Yan Yean Road and Youngs Road involved a
vehicle turning right into Youngs Road being rear ended by vehicle travelling north (no
turn lane is provided at this location).
The accident at the intersection of Yan Yean Road and Ironbark Road involved four
vehicles colliding in the same lane, in a southbound direction.
A review of the available CrashStats history indicates accident trends which are typical of rural
type roads, including a high prevalence of accidents during poor weather conditions.
It is noted that CrashStats records casualty-only crashes that have been reported. Therefore,
some crashes may be unaccounted for due to being unreported. It is also no longer a
requirement of the Police to record property damage crashes.
Conclusion: Based on the information presented above, it is considered that a number of factors
contribute to the crashes on Yan Yean Road; however it appears likely that the lack of right turn
lanes into side streets is a factor in some of these crashes, particularly when combined with the
other factors such as speed and volume of traffic, and wet weather. GTA understands that
Council are currently finalising plans to upgrade key intersections to provide right turn lanes from
Yan Yean Road, however this excludes the intersection of Yan Yean Road and the child care
centre/veterinary clinic site access point.
3.5.6 Traffic Volumes
GTA obtained pneumatic tube count data from Council along key roads within the Study Area,
for a week long period between 2 September 2013 and 9 September 2013. The average
weekday traffic volumes recorded are summarised in Figure 3.10.
Existing Conditions
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Figure 3.10: Average Daily Weekday Traffic Volumes
Source: Pneumatic tube counts undertaken by Nillumbik Shire Council in August and September 2013
Note: Yan Yean Road north of North Oatlands Road is based on 1 data point only
Table 3.1 presents the indicative daily flows and characteristics of key roads within the study area,
along with their theoretical capacity with reference to Clause 56.06 of the Nillumbik Planning
Scheme.
106 Youngs Road
113
Ashley Road 216
214
9,971
10,382
2806 Ironbark Road
2744
Vista Court
8,991
North Oatlands Road 257 9,531
242
DAILY TRAFFIC VOLUMES
Yan
Ye
an R
oad
(AVERAGE WEEKDAY)
Major Road
Collector Road
Local Street
Major Site Access
Primary School
Cafe & Australia
Post
General Store
Vet and Child Care
Existing Conditions
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Table 3.1: Road Network Characteristics and Indicative Capacity
[1] Weekday average traffic volumes provided by Council, rounded to the nearest thousand.
[2] Estimate only, based on site observations
Reference to Table 3.1 indicates that the majority of roads are operating within their relevant
capacity under Clause 56 of the Planning Scheme.
In addition to the above, application of the relevant Austroads capacity guide for interrupted
flow on urban arterial roads suggests that Yan Yean Road has a theoretical daily capacity of
18,000vpd. It is evident that this road is currently operating at or close to capacity during peak
periods, which has some undesirable effects including:
congestion at the signalised intersection with Ironbark Road
queuing due to the lack of right turn lanes
rear-end casualty accidents (as identified in Figure 3.9) in some locations, and related
safety concerns
difficulty for vehicles to exit side streets onto Yan Yean Road.
These problems are likely to be exacerbated by the ongoing development of residential areas to
the north.
Road Name Road Characteristics Road Type Cl. 56.06
Classification
Existing Daily
Volumes [1]
Yan Yean
Road
2 lanes with 1 lane in each
direction
20m road reserve (approx.)
7m carriage way (varies)
On street parking not permitted
Major Local Road Arterial Road
( > 7000vpd) 19,500vpd
Ironbark Road
2 lanes with 1 lane in each
direction
22m road reserve (approx.)
7m typical carriage way
On street parking generally not
permitted
Collector Road
Connector Street –
Level 2
(3000-7000vpd)
5,500vpd
Vista Court
12.5m wide road reserve
Two-way 5-6m rural type
carriageway(approx.)
Unsealed shoulder
Local Road Access Street –
(1000-3000vpd) <300vpd [2]
North
Oatlands Rd
20m wide road reserve
Two-way 5-6m rural type
carriageway(approx.)
Unsealed shoulder
Local Road Access Street –
(1000-3000vpd) 250vpd
Youngs Rd
20m wide road reserve
Two-way 5-6m unsealed
carriageway(approx.)
Local Road Access Street –
(1000-3000vpd) 100vpd
Ashley Rd
20m wide road reserve
Two-way 5-6m rural type sealed
carriageway(approx.)
Local Road Access Street –
(1000-2000vpd) 200vpd
Existing Conditions
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3.5.7 Traffic Speeds
Traffic speed data has been obtained from pneumatic tube count data provided by Council for
the period 2 September 2013 and 9 September 2013. A summary of traffic volumes on key roads
within the study area is provided in Figure 3.11.
Figure 3.11: Summary of Traffic Speed Data on Key Roads
No. 540 Yan Yean Road count located between Vista Court and North Oatlands Road
No. 602 Yan Yean Road count located between Ironbark Road and Ashley Road
Figure 3.11 outlines the following issues with regard to traffic speeds in the study area:
While Yan Yean Road operates as a 40km/hr zone during peak hours, 12.2% to 16.4% of
vehicles were observed to travel over the nominal 70km/hr speed limit at each of the
respective count locations. Notwithstanding, only 1% were observed travelling at least
10km/hr over the nominal speed limit.
76% of vehicles on North Oatlands Road were observed to be travelling over the speed
limit of 50km/hr, with 41% travelling at least 10km/hr over the posted speed limit.
38% of vehicles on Ironbark Road were observed to be travelling at over the speed limit
of 60km/hr, with almost 6% of those vehicles being at least 10km/hr over posted the
speed limit.
Conclusions:
While traffic speeds on Yan Yean Road and Ironbark Road are generally limited within
the township by congestion during peak periods, week-long data suggests that speed
may be an issue outside of these periods, particularly on Ironbark Road and North
Oatlands Road. It follows that enforcement of speed limits within the study area is an
issue.
The existing speed limit on Ironbark Road does not support the safety and amenity of
users of this space, including local shoppers, students and other pedestrians. A review
of the existing 60km/hr speed limit is recommended. It is recommended that Council
advocate to VicRoads that the existing time based school zone (40km/h) be extended
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
70.0%
0-40 41-50 51-60 61-70 71-80 81-90 91-100
Pro
prt
ion
of
Ve
hic
les
(%)
Speed Range (km/hr)
Ashley Rd Ironbark Rd North Oatlands Rd
Youngs Rd Yan Yean Rd at No. 540 Yan Yean Rd at No. 602
Existing Conditions
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to a full time zone within Yarrambat Township, to support the safety and amenity of users
in this area.
3.5.8 Road Network Operation
GTA staff undertook two site inspections, which included a visitor during the AM peak road
network peak and school drop-off peak times on Tuesday 17 September 2013, with key findings
regarding traffic movement noted as follows:
The intersection of Yan Yean Road/Ironbark Road was operating at capacity during the
morning peak. A long queue was observed in the southbound traffic lane, with
generally slow speeds throughout the study area. Notwithstanding the above,
southbound queues generally discharged within one cycle, as a high portion of the
signal cycle was allocated to through movements along Yan Yean Road.
Limited gaps were available for vehicles exiting side roads, due to high volumes on Yan
Yean Road. While some delay is likely, traffic volumes on these side roads are very low.
The east approach of the Yan Yean Road/Ironbark Road intersection experienced long
queues (past the supervised crossing), and was observed not to discharge completely
on some occasions. This could be due to the side road phase ‘gapping out’ due to a
slow queue discharge with the incline of the approach and/or friction with the
operation the primary school site access intersection(s).
Some friction and circulation issues were observed at the intersection of Yan Yean Road
and the childcare/veterinary clinic site access point and Primary School car park exit,
which does not currently have any turning facilities provided. This was raised as a
specific concern by the Yarrambat Primary School.
The long queues and delays along Yan Yean Road have been raised as an issue by members of
the local community. It has been suggested by some that the existing signalised intersection of
Yan Yean Road/Ironbark Road be replaced by a roundabout to improve traffic flows. However,
this is unlikely to improve the situation, due to the intersection having unbalanced flows (i.e. high
volumes along Yan Yean Road are likely to limit capacity of the minor approach).
Conclusion: The road network within the study area is at or approaching capacity on Yan Yean
Road, which has some undesirable effects on local traffic such as congestion for access to key
local land uses and increasing queues and delay. It is likely that increases in traffic volumes on
Yan Yean Road in future (for example generated by residential development to the north) will
exacerbate existing issues and cause more significant delays through the study area.
3.5.9 Car Parking
The vast majority of car parking within the study area is provided as private on-site car parking.
Publicly available car parking is limited to the shared bus/parking bay on the north side of
Ironbark Road, which accommodated approximately 6 vehicles. Other public parking is
available within the Yarrambat War Memorial Park, however it is unlikely that this would be utilised
for non-recreational purposes due to its disjointed location away from trip attractors, poor
pedestrian connectivity, and out-of-sight location.
Site observations of car parking conditions undertaken within the survey area during the morning
peak indicated the following:
The Yarrambat Primary School generates a significant amount of pick-up and drop-off
activity via the access points to Yan Yean Road and Ironbark Road, with a peak
occurring just before 9am.
Existing Conditions
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Some pick-up/drop off passenger vehicle activity was observed via the shared
bus/parking bay and also via the Yarrambat General Store parking area.
Parking demands at Tancks Café/Australia Post site were observed to be at capacity
around 9:00am-10am.
Discussions with local operators indicated that parking is a controversial issue, and it
was evident that bollards had been installed within the General Store car park to limit
the extent of parking on private property.
Conclusion: Informal parking in the study area, particularly around the school and Ironbark Road
businesses, is at or approaching capacity during peak times. The efficiency of parking could be
improved through formalisation of parking options in the area (for example through sealing and
line marking). Some of this would need to occur on private land and as such may be difficult for
Council to influence.
Existing Issues
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4. Existing Issues
On consideration of the existing transport network, site observations, and context of the Central
Yarrambat Township and surrounds, Table 4.1 outlines a summary of the existing transport issues
within the Study Area as discussed in Section 3.
Table 4.1: Yarrambat Transport Issues
Mode Issue
1. Pedestrian
Network
While some key footpaths are provided, some pedestrian desire lines are currently not
catered for by formal facilities.
Yan Yean Road presents a significant barrier to east-west pedestrian movement, particularly
at the northern extent of the study area adjacent existing bus stops, where no pedestrian
refuge is provided.
Due to the low density, generally car dependent nature of the residential areas, with limited
walking infrastructure, walking mode share is generally low.
An opportunity exists to increase walking for both recreation and as a transport mode
through provision of a safe and connected network of pedestrian pathways throughout the
study area.
2. Bicycle
Network
Dedicated cycling facilities are not provided within the study area. Opportunities for short
local trips are limited by the lack of infrastructure.
On road cycling is generally unsafe.
Site observations did not observe any cycling based trips, and the lack of any dedicated
bicycle facilities is likely to be a factor in this.
The current Principal Bicycle Network practically excludes Yarrambat. This issue also presents
an opportunity for Council to extend the network into Yarrambat, either through advocating
to VicRoads for its inclusion or by a locally Council funded program.
3. Public
Transport
The bus service provided along Yan Yean Road is generally utilised for trips to Yarrambat
Primary School.
All bus stops except for the school stop and the public bus stop at the Primary School
frontage to Yan Yean Road currently lack seating, shelter, and dedicated lighting.
Bus stops at the north of the study area have a lack of connecting pedestrian footpaths and
safe crossing points across Yan Yean Road.
4. Road
Network
Yan Yean Road is at or near its operating capacity during peak periods. It is likely that
growth in areas to the north will generate increases in traffic volumes on Yan Yean Road, and
will exacerbate existing issues and cause more significant delays through the Study Area.
The Yan Yean Road/Ironbark Road signalised intersection currently operates at capacity
during the morning peak period, with long queues and delays observed.
Further development in growth areas to the north is likely to exacerbate this issue and cause
more significant delays and potential peak spreading.
While school zones and heavy traffic flows generally limit speeds during peak hours, week-
long traffic data suggests that speed may be an issue outside of these times, particularly on
Ironbark Road and North Oatlands Road
A number of factors contribute to crashes on Yan Yean Road; however it appears likely the
lack of right turn lanes is a factor in some crashes, particularly when combined with the other
factors such as speed, volume of traffic, and wet weather.
The majority of travel for Yarrambat residents is by private vehicle, which is typical of outer
Melbourne suburbs. While the mode share is likely to remain dominated by private car, there
is potential to improve transport choice within the study area.
5. Car Parking
There is little to no publicly available car parking supply to absorb overspill car parking or
parking for multi-purpose trips within the township.
Parking in the study area, particularly around the school and Ironbark Road businesses, is at
or approaching capacity during peak times.
The efficiency of parking could be improved through formalisation of parking options, some
of which would need to occur on private land and therefore may be difficult for Council to
influence.
There is understood to be some degree of conflict with overspill of parking into adjacent
private parking areas (i.e. Tancks café and the Yarrambat General Store), with no regulation
of private on-site car parking.
These issues and opportunities are also represented graphically in Appendix A, along with broad
level recommendations for mitigating issues and realising opportunities discussed in Section 5.
Opportunities & Recommendations
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5. Opportunities & Recommendations
The scope of the Yarrambat Transport Study has been to identify the broad level opportunities for
upgrades to transport infrastructure under a ‘no-change to zoning’ scenario. As such, the
following recommendations largely target the existing issues identified in Section 4 of this report.
These opportunities and recommendations are discussed in Table 5.1, and conceptually
illustrated within the ‘Issues, Opportunities and Recommendations’ plan provided as Appendix A.
Table 5.1: Transport Network Recommended Actions and Upgrades
Mode Recommendations
1. Pedestrian
Network
Upgrade key informal pedestrian routes and/or desire lines to sealed footpaths (as shown in
Appendix A).
Investigate options to provide a pedestrian refuge across Yan Yean Road in the vicinity of
Ashley Rd and Young’s Rd, providing an alternative crossing point and safe connectivity to
bus stops on Yan Yean Rd.
Investigate the provision of ‘secondary’ pathways on lower order roads such as Vista Court,
North Oatlands Road, Ashley Road and Young’s Road.
2. Bicycle
Network
Upgrade Yan Yean Road to provide a 2.5m wide shared path on the east side, to improve
safety and facilitate short walking trips for residents, as shown in Appendix A.
Advocate for the extension of existing PBN routes into the broader Yarrambat area,
connecting into Yarrambat Township via a shared path along Yan Yean Road.
3. Public
Transport
Install upgrades to bus stops to provide shelter, seating and lighting where these are not
currently provided.
Construct the planned pedestrian refuge across Yan Yean Road and associated footpath
upgrades in the vicinity of Ashley Rd to provide safe connectivity to bus stops on Yan Yean
Rd.
4. Road
Network
Construct the planned intersection upgrades along Yan Yean Road including at North
Oatlands Road, Young’s Road and Ashley Road.
Investigate the planning, design, and construction of turning facilities into the Veterinary
/Child Care access point along Yan Yean Road.
Investigate expansion of the existing 40km/hr school zone along Ironbark road to a 40km/hr
pedestrian zone through Yarrambat township, (between Yan Yean Road and south of De
Fredericks Lane) to preserve pedestrian amenity, enhance safety, and contribute to a calm
local traffic environment.
Investigate the provision of gateway/threshold treatments at either end of Ironbark Road
entering Yarrambat Township. This could be provided in the form of signage or place
markers etc.
Continue to monitor the performance of the Yan Yean Road and Ironbark Road
intersection, ensuring that sufficient green time is allocated to the side road phase.
Advocate for more rigorous enforcement of traffic speeds at critical locations within the
study area.
Ensure that new crossovers integrate with existing intersections and access points,
particularly adjacent the Yarrambat Primary School access and Yan Yean Road/Ironbark
Road intersection.
5. Car Parking
Investigate formalised public car parking areas, potentially provided along Ironbark Road,
to enable multi-purpose trips, increase parking efficiency, and allow for overflow car
parking within Yarrambat Township.
Advocate with property owners to formalise private on-site car parking areas, to increase
the efficiency of their use.
Appendix A
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Traffic and Transport Study
Ap
pe
nd
ix A
Appendix A
Opportunities and Recommendations Plan
LEGEND
STUDY AREA BOUNDARY
EXISTING FEATURES
EXISTING FOOTPATH
EXISTING PEDESTRIAN CROSSING
EXISTING BUS ROUTE
EXISTING BUS STOP
EXISTING SCHOOL BUS STOP
OPPORTUNITY / RECOMMENDATION
PLAN ANDCONSTRUCT
INTERSECTION UPGRADES (IN PROGRESS)
INVESTIGATE RIGHT TURN LANES
INVESTIGATE 'SECONDARY'
FOOTPATH NETWORK
SHARED PATH UPGRADE
INVESTIGATE 40km/hr SCHOOL ZONE
ADVOCATE FORMALISED PARKING
FORMAL PUBLIC CAR PARKING
INSTALL BUS SHELTER SEATING AND LIGHTING UPGRADES
INVESTIGATE BROADER LINKS TO PBN
POTENTIAL GATEWAY/ THRESHOLD TREATMENTS
PLAN AND CONSTRUCT FOOTPATH AND PEDESTRIAN
REFUGE UPGRADES (IN PROGRESS)
YARRAMBAT TRANSPORT STUDY
OPPORTUNITIES & RECOMMENDATIONS PLAN
14M1111000-SK01-P2 DATE: 12/12/13
ADVOCATE ENFORCEMENTOF TRAFFIC SPEEDS AND
CRITICAL LOCATIONS
MONITOR INTERSECTION OPERATION
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